Manifold accessory or supercharger



v 1,644,876 Oct 1927a A. A. BULL MANIFOLD ACCESSORY 0R SUPERCHARGER Filed April 9 1924 A J uenfo i/ m L n rfrifiur (9 2321% Patented 0 i1, 1921.

UNITED STATES PATENT OFFICE.

ARTHUR A. BULL, 0F DETROIT, MICHIGAN, ASSIGNOR TO HANDY GOVERNOR COR- PORATION, OF DETROIT, MICHIGAN, A CORPORATION.

MANIFOLD ACCESSORY OR SUPERCHARGER.'

Application filed April 9,

This invention relates to a special manifold accessory for internal combustion engines, or what I term a supercharger. The fixture can, like a gasket be bolted between the usual manifold and the cylinder. However, the function of the supercharger is to arrest, collect, and vaporize the 'heavy particles of fuel oil that are ordinarily swept into the cylinder to be blown out of the exhaust or to leak into the crankcase to dilute the oil therein.- These heavy particles are sometimes called the heavy ends. The greater the percentage of fuel oil that is dropped in this way, the more uneconomical the operation of the engine. All engines in a more or less degree have theseheavy ends in the intake manifold due to imperfect carburation, lack of proper heat, and a variety of other causes. This condition not only results in uneconomical operation of the engine but in some cases results in crank case dilution with often deleterious results in the motor.

It is the object of the present invention to provide an engine accessory or fixture which may be attached to an engine which was not designed-to provide any means for overcoming the diiiiculty that I have referred to. The fixture is in the nature of a gasket having, of course, a special design for each motor on which it is used. The same general design, however, holds good for most motors except that the dimensions, etc., have to be made to fit the particular job.

Another feature of the invention is that it tends to equalize the power impulses and to evenly distribute the charge to all the cylinders. It is a well known fact that in most engine designs some of the cylinders are more or less starved. That is, each cylinder does not get the same quantity of fuel mixture and consequently the force of the explosion in the cylinders may vary. My fixture is so designed that a single trap is afforded for all the intake tracks into the cylinders and consequently where one cylinder does not draw a full charge in, the lack on this account can be made up by drawing a larger percentage of the rich vapor arising from the heavy ends of the trap, thereby tendingto more nearly equalize the power impulses and secure a uniform performance in each cylinder. This is an especially important factor in some motors which have cylinders that are notoriously starved.

' adjoining cylinders.

1924. Serial No. 705,177.

In the drawings:

Fig. 1 is a side elevation of an engine block, such for instance, as the well own Ford, car showing the manifolds and my fixture in place.

Fig. 2 is an elevation of the accessory.

Fig. 3 is a section taken on the line 3-3 of Fig. 1.

Fig. 4 is a section taken on the line 4-4 of Fig. 3.

Fig. 5 is a section taken on the line 5-5 cessory is concerned, this is not essential.

I provide a casting in the form of a flat gasket which is provided with a plurality of rings f which I call exhaust port rings. Each of these rings is provided with a centering boss 9 arranged to extend into the port in the engine block and into the branches of the exhaust manifold. Similarly, this fixture or casting is provided with two intake rings j which are provided with suitable bosses i for centering the fixture with respect to the intake ports of the engine block and the ends of the intake manifold.

The intake rings are provided each with the inwardly projecting battle is which has a .tendency at the intake passage into the cylinder to somewhat narrow the intake track passages into the cylinder block are in a line although so far as my acand thereby alter the velocity, the inertia,

and the direction of the gases. This is calculated in quite an efficient manner to act as a separator for heavy unvaporized fuel particles causing the same to drop to the bottom of the interior of the intake ring. Here, a passageway It leads into the subtended tube on which ispart of the accessory casting and which I-term a trap. This tube is preferably made by boring out the interior passages and hence plugs 'n are used to close theends. This trap is connected by the webs o with the exhaust rings. These exhaust rings are, of course, in immediate contact Otherwise, these heavy particles would be swept into the cylinder and be unconsumed because not properly vaporized. They have been either swe t out of the exhaust at a dead loss, or lea into the crank case, when they are a positive detriment to the engine. As explained in the introductory matter,

Y this trap aifords-a reservoir for a rich vapor which can be drawn into a starved cylinder in place of the mixture that the cylinder is unable to obtain and thereby enriching the mixture in that particularly starved cylinder. This more nearly equalizes the cylinder performance with those cylinders that are accustomed to getting a larger division of the fuel mixture at the expense of other cylinders. This results in a more even distribution of the fuel and in the more uniform performance for all the cylinders and consequently more even power flow for the motor.

What I claim is 1. An accessory for attachment to an internal combustion engine, comprising a metallicbody adapted to be secured between the intake and the exhaust manifold and the engine block, this body having ring portions which align with the intake and exhaust ports for the passage of gases therethrough, means in the inlet rings for diverting the heavy particles of fuel, the body also having a chamber for collecting and vaporizing these heavy particles and having passageways therein for the passage of the diverted heavy particles to this chamber, the chamber being located immediately adjacent the intake port whereby the heavy particles, when vaporized, pass directly back into the intake ort. p 2. An accessory fof attachment to an internal combustion engine, comprising a me- .tallic body adapted to be secured between the intake and the exhaust manifold and the engine block, this body having ring portions which align with the intake and exhaust ports for the passage of gases therethrough, means in the inlet rings for diverting the heavy particles of fuel, the body also having a chamber for collecting and vaporizing these heavy particles and having passageways therein for the passage of the diverted heavy particles to this chamber, the chamber being located immediately adjacent the intake port whereby the heavy particles, when vaporized, pass directly back into the intake port to thus maintain a rich fuel vapor inside the port.

3. An accessory for attachment to an internal combustion engine, comprising a me-- tallic body adapted to be secured between the intake and exhaust manifolds and the engine block, this body having ring portions which align with the intake and exhaust ports for the passage of gases therethrough, the body also having a chamber common to all the intake rings and for collecting and vaporizing these heavy particles and having passageways therein for the passage of the diverted heavy particles into the chamber, the said chamber being located immediately adjacent the intake port and heated by the exhaust gases whereby the heavy particles, when vaporized by reason of such heating, pass directly back into the intake port.

4. An accessory for attachment to an internal combustion engine, comprising a metallic body adapted to be secured between the intake and exhaust manifolds and the engine block, this body having ring portions which align with the intake and exhaust ports for the passage of gases therethrough, means in the intake rings'for diverting the heavy particles of fuel, the body also having a chamber for collecting and vaporizing these heavy particles and having passageways therein for the passage of the diverted heavy particles into the one chamber, the said chamber being located immediately adjacent the intake port and heated by conduction from the exhaust gases whereby the heavy particles, when vaporized by reason of such heating, pass directly back into the intake port.

In testimony whereof I aifix-my signature.

ARTHUR A. BULL. 

